DE102020107129B4 - Turbocharger arrangement with VTG and turbine bypass - Google Patents

Abstract

Exhaust gas turbocharger arrangement (102) for a motor vehicle with an internal combustion engine (100), having
- an exhaust gas turbocharger (104) with a turbine housing (106) and a turbine (105) with a variable turbine geometry, which can be changed by means of a VTG actuator (5),
- a turbine bypass (13) for conducting exhaust gas past the exhaust gas turbocharger and with a TB blocking means (11), which can block or release the turbine bypass (13) by means of a TBS actuator (10),
- An actuator (20) which is connected directly or indirectly to the respective VTG actuator (5) and the TBS actuator (10) and is set up to move the VTG actuator (5) and the TBS actuator (10) so to be deflected in that the variable turbine geometry is closed and the turbine bypass (13) is opened at the same time, characterized in that the VTG actuator (5) or the TBS actuator (10) is prestressed in such a way that the TB blocking means (11) releases the turbine bypass (13) or moves the guide vanes (8) to a maximum closed position if no actuator force is applied by means of the actuator (20).

Description

The invention relates to an exhaust gas turbocharger arrangement for a motor vehicle with an internal combustion engine and a method for operating an exhaust gas turbocharger arrangement.

Modern exhaust gas turbochargers (hereinafter also referred to as ATL), which are used in passenger car engines, in particular in Otto engines, almost always have a turbine bypass (hereinafter also referred to as TB). The turbine bypass is then provided with an adjustment element, which is often designed as a flap and regulates the exhaust gas mass flow that flows through the turbine and thus adjusts the boost pressure. An actuator is required to control the adjustment element.

By opening the turbine bypass wide, the so-called catalytic converter heating function (catalytic converter heating) is also achieved in that, after the engine has started, the highest possible mass flow with the least possible cooling is passed past the turbine directly to the catalytic converter in order to quickly bring it up to the temperature at which conversion begins the exhaust gases begin to heat up.

Turbines with variabilities are increasingly being used. In the present case, variability is understood to mean, in particular, a turbine with variable guide vanes (also referred to below as VTG), via which the throughput behavior of the turbine can be changed and the back pressure can thus be reduced, among other things. An actuator is also required to control the guide vanes.

To date, the VTG turbocharger has typically been designed without a turbine bypass, particularly in passenger cars.

Deviating from this, the DE 11 2014 004 824 T5 a turbocharger arrangement with VTG and turbine bypass to use a wastegate assembly to bypass part of the flow completely around the turbine wheel with a smaller turbine wheel and thus achieve higher flow rates.

The combination of VTG and turbine bypass is also being considered in view of the increasingly stringent emission requirements in order to be able to operate the turbocharger arrangement more variably, especially when heating the cat. To date, two actuators have been used for this purpose; one for the guide vanes of the VTG, one for controlling the TB blocking device of the turbine bypass.

The turbocharger arrangement DE 11 2014 004 824 T5 gets by with one actuator. However, this is not suitable for the required variable operation because the turbine bypass can only be opened when the VTG is already wide open for a large exhaust gas mass flow.

DE 10 2018 217 856 A1 also discloses a variable geometry turbine supercharger for a vehicle, wherein an inlet of a bypass passage of a disk body is formed on a side of the disk body and is designed to be opened by vanes of the variable turbine geometry supercharger when the vanes are rotated, to fully close a variable nozzle to fluidly connect the bypass to the space of the turbine housing.

DE 10 2017 212 769 A1 also discloses a variable geometry turbine comprising: a turbine housing, a vane pack assembly, at least one inner bypass passage, wherein a vane component extends within the inner bypass passage and is constructed and arranged to act as a rotary valve to circulate fluid through the at least one inner Prevent or allow bypass channel.

DE 10 2004 005 001 A1 also discloses a device for actuating a control element, which has a surface with which a bypass line on a charging device on internal combustion engines can be opened or closed, wherein the control element that can be actuated via the device can be moved by means of an actuator, and on an actuator of the A transmission member is accommodated on the actuator, which is guided on a support element which can be pivoted about an articulation point and imparts a pivoting movement to a rocker arm to actuate the control element.

Against this background, it is an object of the invention to improve a turbocharger arrangement with VTG and turbine bypass and an associated operating method.

This object is achieved by an exhaust gas turbocharger arrangement having the features of claim 1 and by an operating method having the features of claim 9. The dependent claims relate to advantageous developments of the invention.

According to one aspect, an exhaust gas turbocharger arrangement for a motor vehicle with an internal combustion engine is proposed, comprising: (a) an exhaust gas turbocharger with a turbine housing and a turbine with a variable turbine geometry that can be changed by means of a VTG actuator is; (b) a turbine bypass for routing exhaust gas past the exhaust gas turbocharger and with a TB blocking means (TBS), which can block or unblock the turbine bypass by means of a TBS actuator, (c) an actuator connected to the VTG actuator and the TBS -Actuator is directly or indirectly connected and set up to deflect the VTG actuator, in particular to change the turbine geometry, and the TBS actuator, in particular to block or release the turbine bypass.

The actuator is set up to deflect the VTG actuator and the TBS actuator in such a way that, in particular at the same time, the variable turbine geometry is closed, in particular to a maximum, and the turbine bypass is open.

In this way it can be ensured, even with a low exhaust gas mass flow, that--for example in the case of a cold start--the enthalpy contained in the exhaust gas present can be used as comprehensively as possible for heating the catalytic converter.

According to one embodiment, the connection(s) of the actuator to the VTG actuator and/or to the TBS actuator, if applicable, is/are designed with a deflection play in one deflection direction, in particular so that one of the actuators can be independently of the deflection play within the scope of the deflection play other controller can be deflected.

This allows the turbine bypass to be opened to a certain extent, independently of the position of the VTG guide vanes, in order to enable optimized catalytic converter heating operation.

According to one embodiment, an actuator is provided which takes over both the continuous adjustment of the variable inlet guide wheel of the VTG turbine of the turbocharger and, in particular in the relevant area, the activation of the adjustment element for the turbine bypass.

In the exemplary embodiments described below, this is done via suitable arrangements of actuators for the VTG and for the turbine bypass, which allow sequential control of the VTG and the TB blocking means of the turbine bypass, in particular via free paths realized by means of elongated holes.

Developments of the invention with and without prestressed spring elements for utilizing the free paths of the elongated holes are provided according to developments of the invention.

The optionally provided spring elements can be designed mechanically; however, according to different designs, hydraulic or pneumatic (and other suitable) solutions are also provided, possibly in combination with mechanical spring elements.

In order to prevent the system from oscillating, according to one embodiment damping elements can also be introduced, for example in combination with a mechanical spring element.

According to one embodiment, a linear positioner is provided as the actuator. Depending on the space available, a rotary actuator can also be used.

According to one embodiment, the actuator and the spring and adjusting elements are designed and designed in such a way that they also enable thermal length compensation.

Depending on the arrangement of the adjusting devices and elongated holes, it is possible to actuate the turbine bypass when the guide vane position is maximally open and/or when the guide vane position is maximally closed.

An expression “opening the turbine bypass” with minimal mass flow through the turbine (closed guide vane position) is particularly advantageous for heating the catalytic converter after the engine has started and is therefore provided as a preferred embodiment of the invention.

In order to implement other adjustment paths if the linear actuator fails, corresponding arrangements of prestressed spring elements, their direction of force and the arrangement of the adjustment rods and elongated holes must be provided. For example, the position "turbine bypass open" and maximum "open guide vane" position of the VTG can be a preferred fail-safe position that allows safe naturally aspirated operation of the engine.

The "turbine bypass open" and maximum "closed guide vane" position can also be a preferred fail-safe position that allows safe naturally aspirated operation of the engine and still optimized catalyst heating.

In the present case, a fail-safe position is to be understood in particular as a position of the TB blocking means of the turbine bypass and a position of the VTG that is set, in particular in a stable manner, when the actuator is not energized and/or is inoperative due to a failure.

A deflection direction is to be understood here in particular as a direction in which one of the positioners and/or the actuator, in particular which can (be) moved back and forth, in particular by energizing and correspondingly controlling the actuator.

According to a further aspect, a method for operating an exhaust gas turbocharger arrangement according to an embodiment of the invention is proposed, having at least the method steps: (i) determining an operating state of the motor vehicle; (ii) Activation of the actuator as a function of the ascertained operating state, the actuator for opening the turbine bypass being activated if catalyst heating operation is ascertained as the operating state.

In this way it can be ensured, even with a low exhaust gas mass flow, that--for example in the case of a cold start--the enthalpy contained in the exhaust gas present can be used as comprehensively as possible for heating the catalytic converter.

A catalytic converter heating operation can be determined, for example, based on a determination of a temperature of an exhaust gas aftertreatment component (such as a catalytic converter) and/or an outside temperature and/or a shutdown time of the motor vehicle.

For this purpose, for example, the relevant temperatures can be determined—directly by means of sensors and/or indirectly by means of a model. Additionally or alternatively, however, indirect parameters can also be used to determine catalytic converter heating operation: for example catalytic converter heating operation can be assumed when the vehicle ignition is activated and/or the vehicle's internal combustion engine is started and/or a door of the vehicle in particular the driver's door, is unlocked and/or opened, and/or a seat occupancy detector of the vehicle detects an occupancy of the driver's seat, and/or a seat belt, in particular on the driver's seat, is put on. Alternatively, the heating can also be activated manually or automatically using a remote control.

The invention is based, among other things, on the consideration that, for optimal implementation of a catalytic converter heating function during a cold start, exhaust gas enthalpy is unnecessarily lost on the path of the exhaust gases through the VTG turbine of the exhaust gas turbocharger for rapid heating of the catalytic converter smaller wetted area can be supplied more quickly to the catalyst for heating.

The invention is also based on the consideration, among other things, that even in the event of a failure of an actuation of the VTG and the closure of the turbine bypass, a fail-safe position should advantageously be achieved, which optimally supports rapid catalytic converter heating, i.e. the largest possible exhaust gas flow via the result in turbine bypass.

The invention is based, among other things, on the idea of connecting a single active (main) actuator to the guide vanes of the VTG and to a closure of the turbine bypass in such a way that the turbine bypass can be opened when the guide vanes of the VTG are open and/or closed.

The invention is also based, inter alia, on the idea of designing the open position of the turbine bypass as a fail-safe position.

According to one embodiment, the deflection play of the VTG actuator and/or the TBS actuator is formed, in particular individually or jointly, by means of a slot arrangement.

As a result, the deflection play can be ensured with simultaneous reliable guidance of the positioners and the actuator relative to one another, in particular when the actuator is deployed or retracted.

In the present case, an elongated hole is to be understood in particular as meaning that on one or each of the actuators there is a recess which is elongated in the direction of deflection and in which a bolt of the, in particular, drivable part of the actuator is mounted, in particular in a sliding manner.

According to one embodiment, the VTG actuator and the TBS actuator are each supported on the turbine housing by means of a preloaded spring element, the preload being effective along a direction of a course of the respective deflection play, in particular in a deflection direction.

As a result, a desired position of the TB locking means can be achieved using the respective and/or combined deflection play.

In particular, such a spring element is designed mechanically and therefore has, for example, an axial spring or a torsion spring or a disc spring.

According to one embodiment, the spring element can also additionally or alternatively have a pneumatic or a hydraulic spring, which, especially with a suitable design, also allows a situational adjustment or change of the exhaust gas turbocharger arrangement during operation Spring force allows, possibly up to the reversal of the direction of action of the spring element.

The pretensioning of the VTG actuator or the TBS actuator is designed in such a way that the TB locking means releases the turbine bypass or moves the guide vanes to a maximum closed position when no actuator force is applied by means of the actuator. According to one embodiment, the preloads of the VTG actuator and the TBS actuator are designed such that the TB locking means releases the turbine bypass and moves the vanes to a maximum closed position when no actuator force is applied by the actuator.

This enables a fail-safe position that supports the fastest possible start of effective exhaust gas aftertreatment during a cold start of the internal combustion engine.

In particular, mechanical stops of one or both actuators against the turbine housing can also be provided for the exact definition of a rest position.

According to one embodiment, the actuator is configured to open one of the VTG and the turbine bypass against the respective bias and to close the other against the bias.

As a result, a rest position can be reached - even if the actuator has no current or has failed - (also as a fail-safe position) in which optimized catalytic converter heating operation can be ensured even with a low exhaust gas mass flow: with the turbine bypass open and the VTG closed to the maximum.

In particular, the actuator is set up to move the guide vanes into an open position against the bias of the VTG actuator and/or to close the turbine bypass against the bias of the TBS actuator.

According to one embodiment, the actuator is set up to open both the VTG and the turbine bypass against the respective preload.

As a result, the actuator can be in an unloaded state and still be in a rest position suitable for catalytic converter heating (also as a fail-safe position), particularly if the preload of the VTG actuator exceeds that of the TBS actuator.

In particular, the actuator is set up to move the guide vanes into an open position against the bias of the VTG actuator and/or to open the turbine bypass against the bias of the TBS actuator.

According to one embodiment, the bias of the VTG actuator is, in particular, much higher than the bias of the TBS actuator.

This enables - especially with deflection clearances adapted to this - a dominance of the VTG preload over the TBS preload with the effect that the VTG preload "pulls up" the turbine bypass against the preload of the TBS actuator, i.e. opens it without any influence of the actuator.

In particular, the biasing of the VTG actuator is more than twice, or three times, or five times, or ten times more than the biasing of the TBS actuator.

According to one embodiment, the actuator is controlled to close the turbine bypass if it is determined that the operating state is not, in particular no longer, a catalytic converter heating operation.

As a result, a boost pressure in the exhaust gas turbocharger arrangement can be regulated without the influence of a bypass exhaust gas flow when no catalytic converter heating operation is necessary.

For example, catalytic converter heating operation is no longer determined if a predetermined time has elapsed since the engine was started (so that the temperature of the catalytic converter can be assumed to be sufficiently high) and/or a sufficient temperature of the catalytic converter is measured directly and/or by means of an operating model is determined.

According to one embodiment, the actuator is operated in a deflection range in which a position of the VTG can be changed by deflecting the actuator without removing a complete closure of the turbine bypass if supercharging operation is determined as the operating state.

By using the deflection play of the TBS actuator in this way, the charge pressure of the exhaust gas turbocharger arrangement can be regulated purely via the VTG position, although the guide vanes are deflected with the same actuator as the TB locking means.

Supercharging operation can be determined, for example, based on operation of the internal combustion engine in a higher speed range and/or a load request, for example by the driver

In the present case, a deflection range of the actuator is to be understood in particular as a coherent range of the possible opening of the moving part of the actuator when the VTG actuator and the TBS actuator are set.

According to one embodiment, the actuator is operated in a deflection that causes the VTG, in particular the guide vanes, to be in a maximum open position if naturally aspirated engine operation is determined as the operating state.

By keeping the turbine bypass closed in this way and the turbine enabling maximum exhaust gas flow, the back pressures in naturally aspirated engine operation can be minimized. Opening the VTG to its maximum reduces the back pressure and thus the gas exchange work. With a suitably selected turbine geometry, it does not have to be necessary to additionally open the turbine bypass in order to reduce back pressure sufficiently quickly.

According to one embodiment, the actuator is actuated to open the turbine bypass when a load shedding operation is determined as the operating state, in which in particular a back pressure that is too high in the exhaust manifold or at the VTG can be reduced depending on the situation. This can be necessary, for example, when there is a rapid reduction in the load requirement on the internal combustion engine.

To open the turbine bypass, the preload of the TBS actuator is changed, in particular reversed with regard to the deflection direction.

As a result, the turbine bypass can be opened using the deflection play of the TBS actuator without having to change a position of the VTG, in particular the guide vanes.

In this way, in particular, a special operating state for load shedding can also be implemented if the boost pressure in the exhaust manifold is too high.

In particular, a circuit of a pneumatic or a hydraulic spring element is changed for this purpose.

• 1 zeigt in einer schematischen Schnittansicht eine Brennkraftmaschine eines Kraftfahrzeugs mit einer Abgasturboladeranordnung gemäß einer Ausführung der Erfindung.
• 2 zeigt in einer geschnittenen Seitenansicht eine Abgasturboladeranordnung gemäß einer ersten beispielhaften Ausführung der Erfindung in einer ersten Betriebsposition.
• 3 zeigt in einer geschnittenen Seitenansicht die Abgasturboladeranordnung aus 2 in einer zweiten Betriebsposition.
• 4 zeigt in einer geschnittenen Seitenansicht eine Abgasturboladeranordnung gemäß einer zweiten beispielhaften Ausführung der Erfindung in einer ersten Betriebsposition.
• 5 zeigt in einer geschnittenen Seitenansicht die Abgasturboladeranordnung aus 4 in einer zweiten Betriebsposition.

Further advantages and application possibilities of the invention result from the following description in connection with the figures.

• 1 shows a schematic sectional view of an internal combustion engine of a motor vehicle with an exhaust gas turbocharger arrangement according to an embodiment of the invention.
• 2 shows a sectional side view of an exhaust gas turbocharger arrangement according to a first exemplary embodiment of the invention in a first operating position.
• 3 shows the exhaust gas turbocharger arrangement in a sectional side view 2 in a second operating position.
• 4 shows a sectional side view of an exhaust gas turbocharger arrangement according to a second exemplary embodiment of the invention in a first operating position.
• 5 shows the exhaust gas turbocharger arrangement in a sectional side view 4 in a second operating position.

In 1 an internal combustion engine 100 is shown with a charging gas feed and an exhaust gas duct. In the exemplary embodiment, the internal combustion engine is designed as a turbocharged 4-cylinder engine and has an exhaust gas turbocharger arrangement 102 with an exhaust gas turbocharger 104 and a turbine bypass 13 .

Insofar as the exhaust gases are routed through the turbine bypass 13 instead of through a turbine of the exhaust gas turbocharger, you can bring a close-coupled catalytic converter 108 better to its minimum operating temperature because the path through the turbine bypass 13 involves less enthalpy loss.

The exhaust gas turbocharger arrangement 104 has a common actuator 20 for deflecting a VTG actuator 5 (cf. 2 ) for the vanes 8 of a variable turbine geometry and a TBS actuator for a TB blocking means 11 in the turbine bypass 13.

The turbocharger arrangement 104 also has a control unit 110, which can optionally be embodied as part of an engine controller and/or a controller for the exhaust gas aftertreatment of the motor vehicle. The control unit 110 is set up to receive and process input parameters for the activation of the common actuator 20, such as one or more or all of: a load request to the internal combustion engine 100; special operational requirements; pressures and/or temperatures of the fresh air and the exhaust gas; speeds of the internal combustion engine 100; Positions of actuators of internal combustion engine 100 and/or the exhaust system, such as actuator 20; limitations; operating limits etc.

Control unit 110 determines an operating state of the motor vehicle on the basis of the recorded values of the input parameters taken into account in the individual case.

For example, based on a low determined temperature of the catalytic converter 108 in connection with a low load requirement on the internal combustion engine in connection with a low speed of the internal combustion engine 100 it can be determined that a catalytic converter heating operation is present as the operating state. In this operating state, the control unit 110 can control the actuator 20 in such a way that it moves the vanes 8 of the VTG to a maximum closed state and the flap 11 of the turbine bypass 13 to its open position. As a result, a maximum exhaust gas mass flow can be achieved over the short path through the turbine bypass and more enthalpy can be introduced to heat the catalytic converter, which would otherwise have been lost on the longer path through the turbine for heating the catalytic converter.

If, on the other hand, a higher load requirement of internal combustion engine 100 is determined by means of control unit 110, control unit 110 can use this to determine supercharged operation as the operating state, for example. In this operating state, the control unit 110 can control the actuator 20 in such a way that it moves the flap 11 of the turbine bypass 13 into its closed position and the guide vanes 8 of the VTG are controlled variably in a manner suitable for boost pressure control. The combination of the elongated holes 4 and 9 makes this possible without any problems, without opening the turbine bypass 13 .

If, instead of a higher load request, a higher rotational speed of internal combustion engine 100 is determined by means of control unit 110, control unit 110 can use this to determine, for example, naturally aspirated engine operation as the operating state. In this operating state, the control unit 110 can control the actuator 20 in such a way that it moves the vanes 8 of the VTG to a maximum open state and the flap 11 of the turbine bypass 13 to its closed position.

Correlations between a position of the actuator on the one hand and the associated position of the guide vanes 8 and the flap 11 on the other hand are stored in the control unit 110 for the appropriate movement of the actuator 20 . If control unit 110 determines an operating state on the basis of the input parameters considered and, from this and possibly from the determined values of the input parameters, determines suitable target positions for guide vanes 8 and for flap 11, control unit 110 can use the stored relationships to determine the required position of the Determine actuator 20 and provide.

2 shows a first exemplary embodiment of a combined actuator 20 (designed as a linear actuator) for a variable turbine geometry (VTG) designed with a variable turbine guide wheel and for a TB blocking means 11 designed as a flap of a turbine bypass in a first operating position.

In a first, in 2 shown operating position, the guide vanes 8 of the VTG are in a maximum open position; the TB locking means 11 is closed.

The actuator 20 embodied as a linear positioner has an adjusting rod 1 which is linked to an adjusting bolt 3 via a suitable link element 2 . A VTG spring element 6 prestressed under tension ensures that the adjusting bolt on the left side rests in a VTG slot 4 of the VTG adjuster 5 designed as an adjusting ring. When the actuator and thus the adjusting rod 1 retract, the adjusting ring 5 is rotated counterclockwise against the tensile force of the spring element 6 . The guide vanes 8 of the VTG mounted in a bearing ring 7 are thereby rotated in the open direction (towards an open position). The adjusting bolt 3 moves in a TB slot 9 of an adjustment rod 10 of the turbine bypass 13. The TB check valve 11 of the turbine bypass 13, which is designed with a flap, is pushed further into the flap seat 13 and thus into a closed position of the turbine bypass 13 pressed.

If the linear actuator 20 moves out of the first operating position with the tension of the prestressed VTG spring element 6, the guide vanes 8 are rotated in the closed direction (towards a closed position) until a stop 14 of the adjusting ring 5 comes into contact with a mechanical stop 15. which is fixed to a housing of the turbocharger. As a result, the adjustment ring 5 is locked in the maximum closed position of the guide vanes 8 . The flap of the turbine bypass 13 is initially pressed further by the TB spring element 12 into the flap seat 13 and thus into the closed position.

3 shows the first embodiment of the combined actuator 20 from 2 in a second operating position. In the second operating position, the guide vanes 8 of the VTG are in a maximum closed position; the TB locking means 11 is open.

In a second, in 3 illustrated operating position, the guide vanes 8 are now arranged in their maximum closed position. Because the adjusting rod 1 of the linear actuator 20 continues to extend, the adjusting bolt 3 rests against the right-hand edge of the elongated hole 9 in the adjusting rod 10 of the turbine bypass 13 and begins to move the adjusting rod 10 of the turbine bypass 13 to the right against the pressure-biased TB spring element 12.

The adjusting rod 10 of the turbine bypass 13 is attached to an intermediate lever 16 via a joint 17 . The intermediate lever 16 is in turn attached to the axis 19 of the turbine bypass 13 mounted in a bearing bush 18 and thus transmits the rotational movement about the vertical axis (corresponding here to the axis 19) of the flap 11. The flap 11 is thereby opened. The rotary movement is perpendicular to the plane of the drawing and therefore not directly visible. The adjustment movement ends at a mechanical stop 21. During this adjustment, the adjusting bolt 3 moves in the slot 4 of the adjustment ring 5.

With this arrangement, with a functioning linear actuator, the largest mass flows can be represented via the turbine bypass in order to accelerate the heating of the catalytic converter.

In the arrangement shown, if the linear actuator 20 fails, the spring element 6 pulls the adjustment ring 5 into the maximum closed position of the guide vane according to FIG 3 ; the spring element 12 would - by itself - push the turbine bypass into the “closed” position due to its pressure preload; however, due to the tensile effect of the VTG spring element 6 , the adjusting bolt 3 is already in contact with the right-hand side of the TB slot 9 , so that the flap 11 remains in an open position of the turbine bypass 13 . This means that the catalytic converter 108 can also be heated in the fail-safe position.

In a modified embodiment, not shown, with a different design of the spring forces and slot lengths, the spring element 12 pulls both the flap 11 into the seat 13 and the adjusting ring 5 against the tensile force of the spring 6 into an open position due to its compressive prestress. While this configuration is inherently disadvantageous in terms of the fail-safe position described in the previous paragraph, it can allow for a fully open position (VTG open and TBS open) of the exhaust gas turbocharger assembly.

4 shows a second exemplary embodiment of a combined actuator 20 (designed as a linear positioner) for a variable turbine geometry (VTG) designed with a variable turbine guide wheel and for a TB blocking means 11 designed as a flap of a turbine bypass 13 in a first operating position.

In a first operating position, the guide vanes 8 of the VTG are in a maximum closed position; the TB locking means 11 is in an open position.

The turbine bypass 13 is thus also open. In this arrangement, the guide vanes 8 are in a rest position in the maximum closed position, since the VTG spring element 6 , which is prestressed under tension, pulls the adjustment ring 5 into the mechanical stop 15 . A TB spring element 23 prestressed in tension pulls the turbine bypass 13 into the open position of the flap 11 via the adjusting rod 10. The opening of the turbine bypass 13 is limited by the mechanical stop 22.

If the adjusting rod 1 of the linear actuator 20 now moves in, it presses the flap 11 of the turbine bypass 13 via the kinematics of the connecting elements 16, 17, 19 with the adjusting rod 10 into the flap seat 13. The turbine bypass 13 is closed. The adjusting bolt 3 makes a free travel in the VTG elongated hole 4 of the adjusting ring 5.

If the adjusting rod 1 of the linear adjuster 20 moves in further, it initially rests against the left side of the VTG elongated hole 4 of the adjusting ring 5 .

5 shows the second embodiment of the combined actuator 20 in a second operating position. In the second operating position, the vanes 8 of the VTG are in a maximum open position; the TB locking means 11 is closed.

Toward a second, in 5 In the operating position shown, the adjustment rod 1 of the linear actuator 20 moves further and further, and with it the rod 10 and the intermediate lever 16. Since the flap 11 is already in contact with the seat 13, the further retracting movement of the rod 10 must be intercepted, for example by means of the axis 19 being formed with it one or as one, in particular suitably dimensioned, torsion spring. Alternatively, an additional spring (not shown) can also be provided as a connection between the intermediate lever 16 and the axis 19 of the turbine bypass.

As the linear actuator 20 moves further, the adjusting bolt 3 rests on the left-hand side of the VTG elongated hole 4 of the adjusting ring 5 and rotates the guide vanes 8 via the adjusting ring 5 into the open position.

The maximum open position of the guide vanes 8 can be limited by a mechanical stop 24 .

In the arrangement shown, if the linear actuator 20 fails, the VTG spring element 6 pulls the adjustment ring 5 and thus the guide blades 8 into a maximum closed position, whereas the TB spring element 23 pulls the flap 11 of the turbine bypass 13 into an open position due to its tensile preload. It is thus also possible to heat the catalytic converter 108 in the fail-safe position of the second exemplary embodiment.

reference list

1

Actuator adjuster, in particular adjusting rod of the linear adjuster

2

handlebar element

3

Actuator adjusting bolt

4

VTG slot

5

VTG adjuster, in particular adjustment ring

6

VTG spring element (pre-tensioned)

7

Bearing ring of the VTG

8th

vanes

9

TB slot

10

TBS actuator, in particular adjusting rod

11

TB locking means, especially flap

12

TB spring element (preloaded in compression)

13

Turbine bypass, in particular its locking means or flap seat

14

stop adjusting ring

15

mechanical stop closed VTG position

16

intermediate lever

17

joint

18

Bearing bush TB locking device

19

Axis of the TB locking device

20

Actuator, in particular linear actuator

21

mechanical stop open TB position

22

mechanical stop open TB position

23

TB spring element (preloaded in tension)

24

mechanical stop adjusting ring open (optional)

30

Deflection play of the VTG actuator

32

Deflection play of the TBS actuator

40

Deflection play of the VTG actuator

42

Deflection play of the TBS actuator

100

internal combustion engine

102

exhaust gas turbocharger arrangement

104

exhaust gas turbocharger

105

turbine

106

turbine housing

108

close-coupled catalytic converter

110

control unit

Claims (14)

Exhaust gas turbocharger arrangement (102) for a motor vehicle with an internal combustion engine (100), having - an exhaust gas turbocharger (104) with a turbine housing (106) and a turbine (105) with a variable turbine geometry, which can be changed by means of a VTG actuator (5), - a turbine bypass (13) for conducting exhaust gas past the exhaust gas turbocharger and with a TB blocking means (11) which can block or release the turbine bypass (13) by means of a TBS actuator (10), - an actuator (20) which is connected directly or indirectly to the respective VTG actuator (5) and the TBS actuator (10) and is set up to deflect the VTG actuator (5) and the TBS actuator (10) in such a way that the variable turbine geometry is closed at the same time and the turbine bypass (13) is open, characterized in that a bias of the VTG actuator (5) or the TBS actuator (10) is designed such that the TB blocking means (11) releases the turbine bypass (13) or the guide vanes (8) moved to a maximum closed position when no actuator force is applied by means of the actuator (20). Exhaust gas turbocharger arrangement according to claim 1 , characterized in that the connection(s) of the actuator (20) to the VTG actuator (5) and/or to the TBS actuator (10), optionally in each case, with a deflection play (30, 32; 40, 42) are formed in a deflection direction, so that one of the actuators can be deflected independently of the other actuator within the scope of the deflection play (30, 32; 40, 42). Exhaust gas turbocharger arrangement according to claim 2 , characterized in that the deflection play of the VTG actuator (5) and/or the TBS actuator (10) is formed, in particular individually or jointly, by means of a slot arrangement (4, 9). Exhaust gas turbocharger arrangement according to one of the preceding claims, characterized in that the VTG actuator (5) and the TBS actuator (10) each by means of a prestressed Spring element (6, 12, 23) are supported on the turbine housing (106), the prestressing being effective along a direction of a course of the respective deflection play (30, 32; 40, 42). Exhaust gas turbocharger arrangement according to one of the preceding claims, characterized in that the preloads of the VTG actuator (5) and the TBS actuator (10) are designed in such a way that the TB blocking means (11) releases the turbine bypass (13) and the guide vanes ( 8) move to a maximum closed position if no actuator force is applied by means of the actuator (20). Exhaust gas turbocharger arrangement according to one of Claims 4 or 5 , characterized in that the actuator (20) is set up to open one of the VTG (105) and the turbine bypass (13) against the respective bias and to close the other against the bias. Exhaust gas turbocharger arrangement according to one of Claims 4 or 5 , characterized in that the actuator (20) is set up to open both the VTG (105) and the turbine bypass (13) against the respective bias. Exhaust gas turbocharger arrangement according to claim 7 , characterized in that the bias of the VTG actuator (5), in particular much stronger than the bias of the TBS actuator (10). Method for operating an exhaust gas turbocharger arrangement (102) according to one of the preceding claims, having at least the method steps: - determining an operating state of the motor vehicle, - controlling the actuator (20) depending on the determined operating state, the actuator (20) for opening the turbine bypass (13) is activated when a catalyst heating operation and/or a load shedding operation is determined as the operating state, characterized in that a preload of the TBS actuator (10) is changed to open the turbine bypass (13). procedure according to claim 9 , characterized in that the actuator (20) for closing the turbine bypass (13) is controlled when it is determined that not, in particular no longer, a catalytic converter heating operation is present as the operating state. Method according to one of claims 9 or 10 , characterized in that the actuator (20) is operated in a deflection range in which a position of the variable turbine geometry can be changed by a deflection of the actuator (20) without canceling a complete closure of the turbine bypass (13) when the operating state is on Charging operation is determined. Method according to one of claims 9 or 10 , characterized in that the actuator (20) is operated in a deflection which causes a maximum open position of the VTG (105), in particular the vanes (8), when a naturally aspirated engine operation is determined as the operating state. Method according to one of claims 9 until 12 , characterized in that to open the turbine bypass (13), the bias of the TBS actuator (10) is reversed with respect to the direction of deflection. procedure according to Claim 13 , characterized in that a circuit of a pneumatic or a hydraulic spring element (6, 12) is changed for this purpose.

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